It’s called Chance by John Saunders

In the bus operator in my area, the people having a contract at them and not being from an employment service are all taught the ins and outs of the engines of the buses here (Scania Omnilinks and a couple of Scania Higers, though those are driven by a touringcar company, they have a truck-like gearbox and are very uncomfortable to drive on as a passenger). One of the drivers that once made a remark about that when talking with me, did mention that it was pretty weird given how basically it was like this "If we get a warning icon on the LCD, we call the maintenance guys and they figure it out, it's rare that we get to mess with it ourselves honestly, so it sounds pretty useless to give us that training."

@@Dutch3DMaster I must get a job there, I’ll fit right in haha. Where is your area?

Was this Lawrence Hill depot?

@@shaneraines2094 Hi Shane, the Bristol part was filmed at Berkeley House and the mechanical bits were CRW central repair works now a trading estate on the same site as Lawrence Hill depot.

London Transport introduced pre-select gearboxes with fluid flywheels in the 1930s. The semi autos were a development from that. Manual transmissions have a clutch to wear out, which it did, very quickly in urban operation. Automatic options were available on the buses featured but they were for the most part deemed unnecessary where most of the drivers of this era had come from crash 'box vehicles and new how to change gear. The early automatics weren't exactly smooth either, the technology wasn't available to make them better. The first properly smooth automatic bus came in 1977 with the MCW Metrobus with Voith DIWA automatic gearbox and integrated hydraulic retarder. It was a game changer for sure.

Modern transmissions go into neutral by themselves when the bus is stationary with the brake applied. I remember the Voith box did that with the tell tale whine.

Less to do. But the buses are worse.

What do you expect when they have enemies on at least four fronts, the passengers, other motorists, other bus drivers and management?

I think it could be by John Saunders aka Astral Sounds. ***Edit***. It's called Chance by John Saunders

If you go down through the gears properly there shouldn't be a problem, it's when jumping a gear that problems can start , it's like in a manual car you rev match when downshifting for a smoother ride and not put strain on your drivetrain etc

@@stevedickson5853 however, torque converters are not very good at bringing power from the transmission, back to the ehgine, due to the stator mounted on a freewheel hub.

Thus is why modem automatics are the best answer with their retarders, although Leyland later introduced retarders to their semi automatics in the 1980s, a feature sorely needed earlier.

It depends on the gearbox. I would have to assume that by then, lockup torque converters were standard equipment, and not all of them were on freewheels as you say upthread. Our presenter notes that engine braking was a thing on these semi-automatics. The correct solution is to move through the gears properly, and use the footbrake as necessary, which it will be, but less so than in neutral.

@@ellenorbjornsdottir1166 no, they didn't have lock ups as standard. It was a relatively rarely taken up option with the gearbox, but I don't think any Leyland Nationals got them. The only gearbox I know of with any lockups I can confirm some received was the rarely taken up ZF 2 HP500 two speed full automatic transmission that locked up in final drive.

Better than no rail service at all. Pacers kept lines open.

A strange fella.

I started a few years later and know exactly what you mean but the modern stuff is so much easier to drive. That box is just in front of the brake pedal on a VR, what's that all about? It's only when you drive one in service that you realise how little the driver was thought of in the design process.

How come poor old Olymnpians and Atlanteans don''t get apostrophes?